Inhibition of end-to-end sloshing, longitudinal of the direction of movement, within confined bodies of liquid in transit

ABSTRACT

The invention is a method, and apparatus specifically designed to carry out the method, of lessening and substantially eliminating the sloshing and surging within bodies of confined liquid in transit as in a railway tank car.

United States Patent .[1 1 Waguespack I [111 3,795,204 1 Mar. 5, 1974 1 1 INHIBITION OF END-TO-END SLOSIIING,

LONGITUDINAL OF THE DIRECTION OF MOVEMENT, WITHIN CONFINED BODIES OF LIQUID IN TRANSIT [76] lnventor: Wilson ,1. Waguespack, 3226 Hwy.

36, Freeport, Tex. 77541 221 Filed: June 12, 1972 21 Appl. No.: 262,059

[52] US. Cl. .l 105/358, 105/367 [51] Int. Cl B61d 5/00 [58] Field of Search 105/238, 358, 360, 367; 114/74 R, 121, 122, 124, 125; 220/9 A, 20,

[56] References Cited UNITED STATES PATENTS 3,422,782 1/1969 Ripley 114/125 2,000,819 5/1935 Burkhardt 105/360 3,192,877 7/1965 Wright....;... 105/360 v 3,605,633 9/1971 Townsend 105/238 R Primary ExaminerDrayt0n E. Hoffman Attorney, Agent, or Firm-C. W. Carlin [5 7] ABSTRACT The invention is a meth0d,an d apparatus specifically designed to carry outthe method, of lessening and substantially eliminating the sloshing and surging within bodies of confined liquid in transit as in a railway tank car.

10 Claims, 6 Drawing Figures PATENTED 5 I974 SHEEIIDFZ INHIBITION OF END-TO-END SLOSIIING, LONGITUDINAL OF THE DIRECTION OF MOVEMENT, WITHIN CONFINED' BODIES OF LIQUID IN'TRANSIT FIELD OF THE INVENTION The invention pertains to stabilizing the surface level and to stabilizing the distribution of weight of liquid bo-' dies in vessels in motion which are being subjected to inertial changes due to variations in speed and/or direction of movement. Serious damage has occurred and continues to occur involving one or more tank-cars containing liquid, especially when not completely filled, including derailment or-collision and concomitant disastrous happenings, as for example, spillage of a liquid chemical or fuel after derailment orcollision. The causal relationship between the movement of liquid within a tank car and a train wreck had not heretofore been fully realized. v

However, I have now ascertained that the shifting of weight of the liquid contents of a tank car, resulting from the surge of liquid to the front or rear thereof due to changes in momentum, e.g., that occurring in deceleration or acceleration, particularly when relatively abrupt as is often unavoidable in train movements (manifestedby lurching and jolting), is often the direct cause of serious train accidents; This imbalance of weight has been observed sometimes to-cause either the rear flanged trucks or more frequently the front flanged trucks of a tank car, occasioned by sudden changesin velocity, to rise clear of the rails. The intervention of any one of a'number, of forces preventsthe flanged true-k wheels on one or both sides of the car from properly and completely repositioning themselves simultaneously'on the tracks, and a wreck of 'varying seriousness ensues. The sudden shifting: of ,weight within the tank car directly causes these tragedies. Moreover, we have noted that. train wrecks due to any cause wherein a-partially loaded tank car was derailed, even though not shown to have caused the wreck, are often accompanied by disastrous fire damage due to spillage of the contents of a tank car containing a flammable liquid. Spillage in such instances resulted from the sudden tremendous force of the, impounded liquid against the end of the tank car following derailment. Unfortunately, many of the most serious ofsuch railway tragedies occur near population centers'because trains normally decelerate and accelerate 'more frequently at or near such centers.

PRIOR ART The primary cause of railway tank carsand tank auto truck upsets and spillage has not heretofore been fully recognized to have been due to the slug movement of the liquid in the moving tank. However, some splash plates have been known to have been employed for various purposcsjn liquid containers, in: U. S. Pat-Nos. 1,616,008; .1,661,324; 1,832,632; 2,379,126; 3,144,953; 3,288,186; 3,310,070; and 3,615,999. The priorart, not having recognized the seriousness of the liquid weight shifting as a unitary body within a moving tank accordingly directed its efforts toward the accomplishment of other objectives and failed to break up the unitary movementof the liquid as it. sloshed from end to end. Furthermore, they were 'difficultto install and required soldering, welding, riveting to the tank interior, or the likeand were insufficiently resilient or shock The primary objective of the invention, accordingly, is to inhibit surging and sloshing, and weight imbalance due thereto, in aconi'lned body of liquid in motion.

SUMMARY OF THE INVENTION The method of the invention comprises disrupting the unitary or end-to-end (slug) movement, due to deceleration or acceleration within a body of liquid being moved as a mass (as opposed to movement by flow as in a'pipeline), at intervals throughout the body of liquid, provision being made thereby for the greater part of the shifted total weight due to such deceleration or acceleration to be temporarily restricted to fractions or portions of the body of liquid at each interval and the greater part of the total force of the movement within the liquid to be thus largely absorbedindependently at the intervals and only ultimately at reduced force, and extended ,over a period of time, to be received in a much diminished state against a resilient limiting surfaceadjacent tothe surface that confines the body of liquid, located opposite to the direction of deceleration or acceleration. Whena tank of liquid is decelerated,

the swell of liquid tends to move forward and when accelerated, to move backward. I

Otherwise stated, the method of the invention insures interruption of the continuous or slug movement of a unitary confined body of liquid by interrupting the slug movement at intervals throughout the liquid, the-force of the liquid movement thereby being dissipated so as to greatly lessen the impact at the'limit (e.g., end of a I tank car) of the body of liquid.

The apparatus of the invention comprises a plurality of baffles in series positioned in a vessel to be (or being) moved, substantially transverse to the direction of movement of the vessel and supported and held in place by interbaffle bracing to constitute an' integral structure terminating at endszor sides of the vessel corresponding to the line of anticipated (or present) movement, in resilient shock-absorbing adjustable members in contact with saidends or sides of the vessel.

. The various members of the entire assembly'are best bolted togetherin'side the vessel,but are not secured directly to the vessel itself. Both the method and apparatus of the invention have specific application to a railtransported liquid has been removed Such may consist of a pressure system having an inlet attachable to a source of organic solvent or water containing adequate and suitable cleansing agent, a main pipe with distribution branches and nozzles directable to the baffles and to the recesses of the various parts of the tank car whereby any remaining liquid or resulting solid can be readily flushed'from the car through the conventional drain thereof. The pipe-nozzle arrangement is laid out DESCRIPTION OF THE DRAWING FIGS. 1 to 5, of which the amended drawing consists, illustrate the invention.

FIG. 1 depicts schematically a sectional view of the interior of a railway tank car or a tank for mounting on an automotive truck chassis. It is designed for use in a' conventionally front-to-rear elongated and generally circular or oval-shaped cross-sectional tank equipped with conventional loading port 4 and closure or cover 6 therefor. It shows baffles 2 having a periphery corresponding more-or-less to the contour of the tank but of insufficiently tight fit to be entirely fluid-tight. In each baffle is man-hole 3, which is entirely optional, provided with cover 5, and tightening .means (usually called a crowfoot) 8 which are usually not completely closed in use. The edges of the baffles usually rest on the tank bottom but do not form sealing engagement with the bottom, fitting relatively loosely with the sides and top. The baffles are usually conveniently made up of sections which are intended to permit the baffles to be taken into the tank unassembled and the sections bolted together inside of the tank. (For better concept of assembly, see FIG. 3).

Interbaffle braces 12 are shown diagonally bolted to the successive baffles to support and hold them in place, and yet allow some limited movement of the baffles under stress. The braces may be on any plane, e.g., horizontal, vertical, or any angle thereto. The baffles may, but need not be, equally spaced. However, there center of the car where the car manhole is usually located.

FIG. 3 shows a modified baffle having segments cut out to assure free leveling of the liquid in a tank, even following any sudden disturbance thereof. The same objective may be attained by any planned irregularity in the edge or the baffle or perforations therein. This baffle is shown, merely for purposes of illustration, to be composed of 12 sections 27 which can be assembled within the tank. FIG. 3 also shows wing nuts 28 as a convenient means of assembling and attaching the reinforcing frames'to the baffle sections.

must be at least two baffles, one located some distance from each end of the tank toinsure results and preferably more than 'two baffles in long tanks. The middle portion of the tank need have no baffle, although one or more are often helpful and therefore may be desired. The interbaffle braces will, of course, be ofa length dependent on the spaces between'baffles and the crosssectional area of the tank. Spring assemblies 14 are positioned at opposite ends of the tank. Theyv are each composed of plate 16, screw 18 centrally positioned in coil spring 20 which-rests against 16, and cushioning ring 22, and jack or tightening nut 24 which may be extended into a wheel, bar, orhandle to provide greater leverage for operation. Drainage vent and plug 25 are shown in the lower middle of the tank.,

FIG. 2 is a view taken at 2 20f FIG. I. It shows reinforcing framework 10 bolted to baffle 2. It also shows manhole 3' which is ofa size adequate for a man to pass through for making minor repairs and for the removal of sludge orresidual solid material from the car. They may also be useful in the installation of the apparatus of the invention by providing for passage of FIG. 4 shows a shock-absorbing spring assembly, for use 'at the car end, attached to the first next baffle from the car end. Spring 20 is ofsprin g grade metal and is mounted on screw 18, one end of which presses against cushioning ring 22 which in turn is in forced contact with the inner surface of the end of the tank (not shown) and the other end of which presses against plate 16. FIG. 4 illustrates an embodiment of the invention wherein the spring assembly,.bracing, and first baffle comprise a unit which is assembled and installed as such. The bracing 36 shown here is of spider legdesign, there usually being from threeto sevenlegs, commonly four equi-spaced such legs being used.

FIG. 5 is a side or elevational view of the entire apparatus of a further embodiment of the invention as it would appear when assembled and positioned in a railway tank car, the tank car itself not being shown. It also shows optional permanentlyfixed wash-down features 40 of the invention, whereby the baffle system serves to support it.

FIG. 6 is an embodiment of the invention which shows the application of a shock-absorbing concept wherein, instead of spring 20'shown in FIG. 4, a compressible or resilient rubber or plastic'material 29 of a generally cylindrical or elliptical shape is employed.

EXAMPLE OF THE INVENTION To illustrate the practice of the invention, 22,000 gallons of a flammable liquid, chemical, e.g., liquid butane, chlorine or the like, is to be shipped via a 55 feet long, 30,000 gallon capacity tank car. The tank car, prior to being loaded, is equipped in accordance with the invention. Pre-cut and pre-drilled sections of aluminum plating for baffles and reinforcing channels therefor, and interbaffle bracing channels, and member pieces of. the end spring assemblies (with or without provision for man-hole, covers, and tensioning jack screws) and suitable nuts and bolts are passed in selected order down into the tank car. Installation proceeds toward the middle from each end'of the car starting with the spring assemblies. During the installation, the springs are usually compressed so that the edges of the baffles are in only slight frictional contact with the bottom interior of the car for easy movement as necessar'y. The baffles are assembled in order from each end leaving the man-holes (if provided) until all else has been assembled. The springs in the spring assemblies at each 'end are then relaxed to some extent (i.e., the springs are elongated) causing .the entire assembled structure, between the tensioning nuts of the spring assemblies, to draw toward the middle of the car, i.e., the assembled structure acquires between the tensioning nuts thereby a slightly less overall length of say between one and about 10 inches which simultaneously causes the interbaffle braces to press somewhat harder against the baffles and hold them more firmly though continuing to rest on the bottom of the tank. Just enough comstructure in accordance with temperature changes. The

man-hole covers (if man-holes were deemed desirable) are last of all put on and closed, although they may be left loose enough to aid in leveling of the liquid after a disturbance. No part of the equipment is secured, as by screws, bolts, welds or the like, to the car; there is only frictional contact.

Tank cars used today are larger than in former years. 48,000-gallon capacity, 78-foot length cars, are often employed and 30,000-gallon-capacity, 55-foot length, are common whereas not long ago a 44-foot car was considered maximum. Such large volumes produce tremendous force when cuased to slosh from end to end of a car and derailments due thereto are increasing. The ensuing damage by fire, chemical attack, noxious fumes, andthe havoc wrought on track and equipment and nearby homes makes such tragedies into catastrophes. I t P I Theexample hereinabove is for illustration only. The technique of installing the equipment of the invention to use in the method of the invention to prevent unbroken sloshing of the body of liquid over the entire length of the car may be that in accordance with the available facilities and the exigencies of the particular situation. iron and steel may be used where there is no danger of chemical reaction therewith or from igniiion from sparks or friction. Aluminum, magnesium, brass,

bronze, or ignition of the available strong and durable.

plastics or resin is often preferred. The cushioning ring between the end of the car andthe spring of thespring assembly is preferably of Teflon, nylon, polycarbonate, polyester, Kralac or other resin cured to a suitable hardness and tensile strength to provide desired wear and resiliency. I I i v v The method and apparatus of the invention are applicable to the movement of any confined body of liquid of appreciable'volume as in railway tank cars and automotive truck-mounted tanks. 7 7

Having described my invention, ,what I claim and desire to protect by Letters. Patent is:

l. The method of inhibiting the unitary end-to-end movement, within a confined body of liquid being transported due to deceleration or acceleration of the liquid being moved as a body which end-to-end movement, longitudinalof the direction of movement of the bodyof liquid, when unimpeded causes severe shifting of weight and a progressive force moving through the liquid in a forward direction when thebody of liquid is decelerated and in a rearward-direction when the body of liquid is accelerated, until stopped by the confining limit of the body of liquid, which comprises an integrated system consisting essentially of disrupting said forward or rearward movement at intervals throughout the body of liquid along the path of said movement .within the body of liquid, providing for the greater part making impact at any such interval be dispersed or dissipated to other intervals and thereby dissipated over a relatively large volume, whereby a markedly lessened shifted weight and lessened force ultimately extend t the confining limit of the body of liquid. l

2. The method according to claim 1 wherein the lessened force ultimately reaching the confining limits of the liquid is further diminished and rendered inconsequential by providing a resilient cushioning means at each limit which means cooperates with the interruption of the progressive force within the body of liquid in the path of movement.

3. The apparatus for inhibiting the end-to-end sloshing and surging parallel to direction of transit of a confined body of liquid in transit comprising a plurality of baffles in series positioned in a vessel adapted to transport liquids, substantially transverse. to the intended direction of movement of the vessel when in transit, said baffles allowing constrained liquid flow; interbaffle bracing diagonally secured to the faces of the bafflesand extending generally longitudinally within the vessel to provide mutual support among the baffles to constitute a continuous resilient integratedunit; a tensioning device'between each end of the vessel in the line of intended general direction of the vessel and the nearest inwardly positioned baffle therefrom, said tensioning so positioned between said next nearest baffle and vessel end as to cushion and absorb forces created by movement within the confined body of liquid and which forces-register successively but in diminished effect on the baffles.

. 4. The apparatus of claim 3 wherein said baffles are equipped with man-holes and closable covers therefor.

' positioned longitudinally of the vessel so that the outer firm attachment with the nearest inward baffle."

- 7. The apparatus of claim 6 wherein the inward end of said coil spring is in direct contact with the nearest 8. The apparatus of claim 3 wherein said tensioning device is a compressible solid of rubberor plastic material positioned between the end or side of the vessel and the nearest bafflc.

9. The apparatus of claim 3 wherein said vessel is a railway tank car. f

10. The apparatus of claim 3 wherein a pressurized wash-down piping assembly is laid out Within said vessel and so positioned therein as to be supported by and accessible to, the members of saidapparatus and provided with wash liquid outlets directed toward said members thereby to provide convenient in-place washdown-of said members without need to remove or adjust them. I

' UNITED STATES PATENT OFFICE v CERTIFICATE OF CORRECTION Patent No, 4 Dated March 5.

Inventor(s) 'w J waguiespack It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

- 5 is an upside down or inverted side or elevational View.

Sighed and sealed this 10th day of December 1974.

' (SEAL) Attest:

McCOY M. GVIBSONYJRI j I c; MARSHALL DANN Attesting Officer Commissioner of Patents I USCOMM-DC 6037-P69 u.s, GOVERNMENY PRINTING OFFICE:

FORM PO-IOSO (IO- 69) 

1. The method of inhibiting the unitary end-to-end movement, within a confined body of liquid being transported due to deceleration or acceleration of the liquid being moved as a body which end-to-end movement, longitudinal of the direction of movement of the body of liquid, when unimpeded causes severe shifting of weight and a progressive force moving through the liquid in a forward direction when the body of liquid is decelerated and in a rearward direction when the body of liquid is accelerated, until stopped by the confining limit of the body of liquid, which comprises an integrated system consisting essentially of disrupting said forward or rearward movement at intervals throughout the body of liquid along the path of said movement within the body of liquid, providing for the greater part of the weight so shifted to be restricted at specific instances to limited portions of the body of liquid as defined by such itervals, and providing the greater part of the force of the movement within the liquid to be largely absorbed independently at such intervals, but to provide that a minor portion of an unusually large force making impact at any such interval be dispersed or dissipated to other intervals and thereby dissipated over a relatively large volume, whereby a markedly lessened shifted weight and lessened force ultimately extend to the confining limit of the body of liquid.
 2. The method according to claim 1 wherein the lessened force ultimately reaching the confining limits of the liquid is further diminished and rendered inconsequential by providing a resilient cushioning means at each limit which means cooperates with the interruption of the progressive force within the body of liquid in the path of movement.
 3. The apparatus for inhibiting the end-to-end sloshing and surging parallel to direction of transit of a confined body of liquid in transit comprising a plurality of baffles in series positioned in a vessel adapted to transport liquids, substantially transverse to the intended direction of movement of the vessel when in transit, said baffles allowing constrained liquid flow; interbaffle bracing diagonally secured to the faces of the baffles and extending generally longitudinally within the vessel to provide mutual support among the baffles to constitute a continuous resilient integrated unit; a tensioning device between each end of the vessel in the line of intended general direction of the vessel and the nearest inwardly positioned baffle therefrom, said tensioning so positioned between said next nearest baffle and vessel end as to cushion and absorb forces created by movement within the confined body of liquid and which forces register successively but in diminished effect on the baffles.
 4. The apparatus of claim 3 wherein said baffles are equipped with man-holes and closable covers therefor.
 5. The apparatus of claim 3 wherein said baffles are composed of a plurality of plate sections which are readily assembled within said vessel.
 6. The apparatus of claim 3 wherein said tensioning device consists essentially of a compressible coil spring mounted on a centrally located screw having its axis positioned longitudinally of the vessel so that the outer end of the spring is between a cushioning ring in forced contact with the vessel and the inward end is forced against a generally circular plate on said screw, which plate is firmly engaged with spider leg bracing, said spider legs diverging from such point of engagement to firm attachment with the nearest inward baffle.
 7. The apparatus of claim 6 wheRein the inward end of said coil spring is in direct contact with the nearest baffle.
 8. The apparatus of claim 3 wherein said tensioning device is a compressible solid of rubber or plastic material positioned between the end or side of the vessel and the nearest baffle.
 9. The apparatus of claim 3 wherein said vessel is a railway tank car.
 10. The apparatus of claim 3 wherein a pressurized wash-down piping assembly is laid out within said vessel and so positioned therein as to be supported by and accessible to, the members of said apparatus and provided with wash liquid outlets directed toward said members thereby to provide convenient in-place wash-down of said members without need to remove or adjust them. 